ADF Introduction of Thermography Capability · PRESENTATION SCOPE •Thermography Inspection Types: –Passive –Thermographic camera looks at the heat source ie hot electrical connection,

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ADF Introduction of Thermography Capability

Wade Farley 04 - 06 July 2018

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PRESENTATION SCOPE

• Thermography Inspection Types:

– Passive – Thermographic camera looks at the heat

source ie hot electrical connection, hot air leak, hot

bearing, water in honeycomb panel, etc.

– Active – Thermographic camera looks at heat

diffusion following application of energy from a

external source.

– This presentation will be on the introduction of flash

thermography (Active).

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INTRODUCTION

• Scope:

– Who is DAVENG-DASA (NDT&CT).

– What is Flash Thermography.

– Why Introduce Flash Thermography.

– The Flash Thermography Introduction Process.

– Current Introduction Progress.

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DEFENCE AVIATION SAFETY AUTHORITY

Non Destructive Testing and Composite Technology (NDT&CT) are a

sub branch of the Directorate of Aviation Engineering (DAVENG).

NDT&CT primary role:

– Training. NDT&CT delivers specialist training in Non Destructive

Testing (NDT) and Aviation Composite Technologies (ACT) to

ADF and Industry, including re-certification’s.

– Engineering Support. NDT&CT design 21J NDT procedures to

support the continuing airworthiness and structural integrity of

ADF platforms.

– Subject Matter Experts to the ADF on NDT & ACT.

– Authority. Prescribing AMC & GM for DASR.

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DASA - DAVENG (NDT&CT) CAPABILTY

• Non Destructive Testing:

– NDT Training to EN 4179,

– 21 J NDT Procedure development,

– Introduction of enhanced or new technology,

– Sponsor for ADF Non Destructive Testing publication, and

– SME advice.

• Aviation Composite Technologies

– Composite repair training,

– Introduction of new composite repair practices, and

– SME advice.

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ComputerMonitor Power

Supply

CameraFlash

Lamp

SampleDefect

WHAT IS FLASH THERMOGRAPHY

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WHY INTRODUCE FLASH THERMOGRAPHY

• DAVENG-DASA has mandate to introduce new

technologies.

• Thermography is well suited for the inspection of carbon

fibre composite panels.

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• DST-Group had been researching developments in the

thermography for a number of years and produced a

report on successful MRH 90 aircraft field trials.

• The Royal New Zealand Airforce has identified flash

thermography as a means to conduct localised

inspections on their NH90 (AUS MRH90).

WHY INTRODUCE FLASH THERMOGRAPHY

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FLASH THERMOGRAPHY

INTRODUCTION PROCESS

• Understanding flash thermography.

• Equipment selection.

• Conducting trials and developing a general procedure to

allow use of flash thermography on ADF aircraft.

• Developing a NDT level 2 course to train ADF technicians

on the use of flash thermography.

• Identifying wider application of flash thermography within

the ADF.

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INTRODUCTION PROCESS:UNDERSTANDING FLASH THERMOGRAPHY

• Source thermography courses provided by domestic and

international providers.

• Approach DST-Group for mentoring and SME advice.

• Design and manufactured composite test pieces to

conduct trials.

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Computer

Power Supply & Control Electronics

Camera & Flash Unit

INTRODUCTION PROCESS:EQUIPMENT SELECTION (THERMOSCOPE 3)

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DISPLAYED ALGORITHMS – IMPACT DAMAGE

Log - Log 1st Derivative 2nd Derivative

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• NDT&CT procedures state a size of discontinuity that the

procedure should reliably detect.

• Procedure development trials are conducted to assess the

capabilities of the technique.

• Independent verification and validation trials are conducted

to provide a level of confidence in the sensitivity of the

procedure.

• Target delamination size to find: 10mm Ø at ~2.0mm deep.

INTRODUCTION PROCESS:PROCEDURE DEVELOPMENT

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TEST PANEL CONSIDERATIONS

• Effects of copper mesh.

• Simulating delaminations.

• Effects of different aircraft coatings.

• Effects of build differences ie autoclaved vs vacuum

bagged repair.

• Effects of testing curved surfaces.

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TEST PANEL CONSIDERATIONS

• Effects of copper mesh.

• Simulating delaminations.

• Effects of different aircraft coatings.

• Effects of build differences ie autoclaved vs vacuum

bagged repair.

• Effects of testing curved surfaces.

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MANUFACTURE OF ARTIFICIAL DELAMINATION

• Criteria include:

– Similar thermal characteristics to actual delamination.

– Thermal response to be repeatable.

– Ease of manufacture.

– Repeatability of manufacture.

– Low cost.

– Ability to control the depth of delamination.

– Ability to control the size of delamination.

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SIMULATED DELAMINATION

• Flat Bottom Holes.

• Metallic strips.

• Mechanically induced laminate separation.

• Teflon Insert

– Commonly used to simulate thermal defects.

– Can be thermally similar to resin in the panel.

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MECHANICALLY INDUCED

LAMINATE SEPARATION

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FLAT BOTTOM HOLE WITH CFRP

INSERT

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TEST PANEL TO COMPARE DELAMINATION TYPES Trials

• Test Panel 1

– 21 Ply Carbon Fibre Reinforced Plastic (nominal

thickness of 5.1mm).

• 4 x 10mm Ø Flat Bottom Holes (FBH) to give delaminations

at approximately 2.5mm depth as follows:

– 1 FBH open.

– 1 FBH with Teflon and CFRP plug inserted.

– 1 FBH with CFRP plug inserted with 0.2mm air gap.

– 1 FBH and CFRP Plug inserted fully (simulated kissing

bond).

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RESULTS OF TEFLON VS FBH TRIALS

• 4 FBHs – visually determined the following order of

greatest contrast:

– FBH open.

– FBH with CFRP plug inserted with 0.2mm air

gap.

– FBH with Teflon and CFRP plug inserted.

– FBH and CFRP Plug inserted fully (kissing

bond).

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LINE PROFILE FOR TEFLON VS

FLAT BOTTOM HOLE

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TEST PANEL CONSIDERATIONS

• Effects of copper mesh.

• Simulating delaminations.

• Effects of different aircraft coatings.

• Effects of build differences ie autoclaved vs vacuum

bagged repair.

• Effects of testing curved surfaces.

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EFFECTS OF VARIATIONS IN AIRCRAFT PAINT

• Variations in paint colour and finish will effect the

absorption of the flash lamp energy.

– Shiny white paint – poor energy absorption.

– Matt black paint – good energy absorption.

• Damage to paint will show up in the thermal image and

locally effect energy absorption.

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CORRECTING AIRCRAFT PAINT VARIATION

• The application of a matte black paint prior to testing

– Normalises emissivity (absorption of radiated energy).

– Provides a uniform surface finish for all test items.

– Ensures consistent test results.

• Dupli Colour Matte Black Custom Wrap paint identified as

suitable.

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COMPARISON OF EMISSIVITY OF BLACK PAINTS

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HIGH EMISSIVITY REMOVABLE

COATING (HERC)

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TEST PANEL CONSIDERATIONS

• Effects of copper mesh

• Simulating delaminations

• Effects of different aircraft coatings

• Effects of build differences ie autoclaved vs vacuum

bagged repair

• Effects of testing curved surfaces

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DIFFERENCES IN PANEL BUILD

• Initial trials were conducted on test panels manufactured

using the vacuum bag method.

• Trials on scrap aircraft panels revealed less thermal

penetration than the test panels.

• Vacuum bagged panels – Lower fibre to resin ratio than

those cured using an autoclave.

• Heat dissipates faster in carbon than epoxy resin.

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MANUFACTURING TECHNIQUES

Vacuum Bagged Autoclave

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TEST PANEL CONSIDERATIONS

• Effects of copper mesh.

• Simulating delaminations.

• Effects of different aircraft coatings.

• Effects of build differences ie autoclaved vs vacuum

bagged repair.

• Effects of testing curved surfaces.

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EFFECT OF PANEL CURVATURE

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CURRENT INTRODUCTION PROGRESS

• Flash Thermography General procedure developed for

inspecting aircraft carbon fibre composite materials.

• ‘Round Robin’ trials with ADF and RNZAF in progress to

ensure general procedure sensitivity is appropriate.

• Flash thermography NDT Level 2 course currently being

developed (focusing on aircraft composite testing).

QUESTIONS

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